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JP5945768B2 - Waste heat management system and management method for electric vehicle - Google Patents

Waste heat management system and management method for electric vehicle Download PDF

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Publication number
JP5945768B2
JP5945768B2 JP2011237513A JP2011237513A JP5945768B2 JP 5945768 B2 JP5945768 B2 JP 5945768B2 JP 2011237513 A JP2011237513 A JP 2011237513A JP 2011237513 A JP2011237513 A JP 2011237513A JP 5945768 B2 JP5945768 B2 JP 5945768B2
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cooling water
water line
waste heat
obc
electric vehicle
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JP2013028323A (en
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熙 相 朴
熙 相 朴
玄 金
玄 金
俊 奎 朴
俊 奎 朴
俊 模 具
俊 模 具
武 容 金
武 容 金
淳 鍾 李
淳 鍾 李
兌 玩 金
兌 玩 金
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Hyundai Motor Co
Hanon Systems Corp
Kia Corp
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Hyundai Motor Co
Kia Motors Corp
Hanon Systems Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B60H1/04—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant from cooling liquid of the plant
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B60H1/14—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit
    • B60H1/143—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant otherwise than from cooling liquid of the plant, e.g. heat from the grease oil, the brakes, the transmission unit the heat being derived from cooling an electric component, e.g. electric motors, electric circuits, fuel cells or batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • B60L58/32—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load
    • B60L58/33—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells for controlling the temperature of fuel cells, e.g. by controlling the electric load by cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/34—Cabin temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/36—Temperature of vehicle components or parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/425—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Sustainable Energy (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Thermal Sciences (AREA)
  • Physics & Mathematics (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Description

本発明は電気自動車の廃熱管理システム及び管理方法に係り、より詳しくは、電気自動車の車載充電器（ＯＢＣ）やモーターから発生する廃熱を車両の暖房に効果的に用いて、車両の燃費を向上させる電気自動車の廃熱管理システム及び管理方法に関する。   The present invention relates to a waste heat management system and management method for an electric vehicle. More specifically, the present invention effectively uses waste heat generated from an on-vehicle charger (OBC) or a motor of an electric vehicle for heating the vehicle, thereby reducing the fuel consumption of the vehicle. The present invention relates to a waste heat management system and a management method for an electric vehicle.

本発明は電気自動車の車載充電器（ＯＢＣ：ｏｎｂｏａｒｄ ｃｈａｒｇｅｒ）やモーターから発生する廃熱を効果的に用いて車両の全体的な燃費と暖房性能を最適化する廃熱管理システム及び管理方法に関するものである。
本発明で、電気自動車とは、電気を主動力源として使用する車両を意味し、電気をバッテリーに充電して駆動源のモーターに供給するシステムを備えた車両を言う。例えば、充電式電気自動車やハイブリッド車両、燃料電池車両などを挙げることができる。 The present invention relates to a waste heat management system and a management method for optimizing the overall fuel consumption and heating performance of a vehicle by effectively using waste heat generated from an onboard charger (OBC) and a motor of an electric vehicle. It is.
In the present invention, an electric vehicle means a vehicle using electricity as a main power source, and means a vehicle equipped with a system for charging electricity to a battery and supplying it to a motor of a drive source. For example, a rechargeable electric vehicle, a hybrid vehicle, a fuel cell vehicle, etc. can be mentioned.

電気自動車には、バッテリーの充電のための車載充電器（以下、ＯＢＣと略す）が設置される。ＯＢＣは車両のバッテリーを家庭用の１１０Ｖまたは２２０Ｖなどの電源に接続して緩速で充電するための装備である。また、電気自動車には低電圧直流変換器（ＬＤＣ：ｌｏｗ ｖｏｌｔａｇｅ ｄｃ ｔｏ ｄｃ ｃｏｎｖｅｒｔｅｒ；以下、ＬＤＣと略す）が設置され、バッテリーの電源で車両の電装品などを作動させ、そして、バッテリーの電源はインバーターを介してモーターを作動させ、車両に駆動力を与える。
電気自動車のＯＢＣ、ＬＤＣ、インバーター、モーターはいずれも動作の際に熱を発生させる装備であり、充電の際にはＯＢＣが発熱し、走行の際にはインバーターとモーターが発熱し、電装品作動の際にはＬＤＣが発熱する。 An on-vehicle charger (hereinafter abbreviated as OBC) for charging a battery is installed in the electric vehicle. OBC is equipment for connecting a vehicle battery to a household power supply such as 110V or 220V and charging it at a slow speed. In addition, a low voltage DC to DC converter (LDC) is installed in the electric vehicle, the vehicle electrical components are operated by the battery power, and the battery power is A motor is operated via an inverter to give driving force to the vehicle.
Electric vehicle OBC, LDC, inverter, and motor are all devices that generate heat during operation, OBC generates heat during charging, inverter and motor generate heat during driving, and electrical components operate. At this time, the LDC generates heat.

このような発熱機器からの廃熱を適切に活用すると、車両の全体的なエネルギー収支を改善してバッテリーの限界克服に役立てることができ、さらに冬季にインバーターやモーターを予熱することで燃料を節約することができる。
図１に従来の電気自動車の廃熱管理システムを示した。従来の廃熱管理システムは、図１に示したとおり、室内暖房の場合、暖房用のＰＴＣヒーター（セラミックヒーター）１０とブロワー１２を別途使用しているため電気を多く消費し、一方、モータールームではウォーターポンプ２０、ＬＤＣ３０、インバーター４０、モーター５０、ＯＢＣ６０を単純に直列で連結した水冷手段、及び／または、ラジエーター７０を通過した風をファン７２の駆動により送風する空冷手段を採用しているため、廃熱を利用することができなかった（例えば、特許文献１〜３参照）。 Appropriate use of waste heat from these heat-generating devices can improve the overall energy balance of the vehicle and help overcome battery limitations, and save fuel by preheating inverters and motors in winter. can do.
FIG. 1 shows a conventional waste heat management system for an electric vehicle. As shown in FIG. 1, the conventional waste heat management system consumes a lot of electricity because it uses a PTC heater (ceramic heater) 10 and a blower 12 for heating in the case of indoor heating. In this case, water cooling means in which the water pump 20, LDC 30, inverter 40, motor 50, OBC 60 are simply connected in series and / or air cooling means for blowing the air that has passed through the radiator 70 by driving the fan 72 are employed. The waste heat could not be used (see, for example, Patent Documents 1 to 3).

また、従来構造においては、ＯＢＣ６０の廃熱を利用しようとしても、室内の暖房経路とは別経路となっており、さらに、ラジエーター７０によって熱が散失されるため、室内の暖房として廃熱を充分に用いることができなかった。
ＯＢＣ６０の機能は、バッテリーの再充電が必要な場合、専用充電所で急速充電させるか、または、家庭用交流電源を変圧器によって昇圧し整流器によってＤＣ電源に変換させて高電圧バッテリーを充電させることであり、充電の際、過熱防止のために冷却水を循環させるウォーターポンプ２０と放熱機能を有するラジエーター７０及びファン７２を有する冷却設備でＯＢＣが一定温度以上に到逹することがないように制御されている。しかし、従来のＯＢＣ６０は、モーター５０とインバーター４０などを冷却する循環サイクル内に配置されているため、走行の際にも無意味な熱交換を行っていた。 Further, in the conventional structure, even if the waste heat of the OBC 60 is used, it is a route different from the indoor heating route. Further, since the heat is dissipated by the radiator 70, the waste heat is sufficiently used for indoor heating. Could not be used.
The function of OBC60 is to quickly charge the battery at a dedicated charging station when the battery needs to be recharged, or to charge the high-voltage battery by boosting the household AC power supply using a transformer and converting it to a DC power supply using a rectifier. In charging, the water pump 20 for circulating the cooling water to prevent overheating, the radiator 70 having the heat radiation function, and the cooling equipment having the fan 72 are controlled so that the OBC does not reach a certain temperature or more. Has been. However, since the conventional OBC 60 is arranged in a circulation cycle for cooling the motor 50, the inverter 40, and the like, it performs meaningless heat exchange during traveling.

上記の状況から、ＯＢＣ６０とモーター５０からの廃熱をより効果的に活用することにより、電気自動車のバッテリー性能を最大に活用できる廃熱管理システムとその管理方法が求められていた。   From the above situation, there has been a demand for a waste heat management system and a management method thereof that can maximize the battery performance of an electric vehicle by more effectively utilizing waste heat from the OBC 60 and the motor 50.

特開平１１−０２２４６６号公報Japanese Patent Laid-Open No. 11-022466 特開２００２−１８７４３５号公報JP 2002-187435 A 特開２００９−２６１１９７号公報JP 2009-261197 A

本発明は、上記の問題を解決するためになされたものであって、その目的とするところは、ＯＢＣとモーターの廃熱を室内暖房とモーターの予熱に活用することで電気自動車の燃費を向上させる電気自動車の廃熱管理システム及び管理方法を提供することにある。   The present invention has been made to solve the above-mentioned problems, and the object of the present invention is to improve the fuel efficiency of an electric vehicle by utilizing the waste heat of the OBC and the motor for indoor heating and preheating of the motor. An object is to provide a waste heat management system and management method for an electric vehicle.

上記の目的を達成するための本発明による電気自動車の廃熱管理システムは、冷却水の流れを制御するウォーターポンプ、ウォーターポンプ冷却水ラインの出口側で並列に分岐されたＯＢＣ冷却水ラインとモーター冷却水ライン、及び、ウォーターポンプ冷却水ラインの入口側とＯＢＣ冷却水ライン及びモーター冷却水ラインの出口側の合流地点とにそれぞれ並列に連結されたヒーターコア冷却水ラインとラジエーター冷却水ライン、を含むことを特徴とする。   In order to achieve the above object, a waste heat management system for an electric vehicle according to the present invention includes a water pump for controlling a flow of cooling water, an OBC cooling water line and a motor branched in parallel on the outlet side of the water pump cooling water line. A heater core cooling water line and a radiator cooling water line connected in parallel to the cooling water line and the confluence of the inlet side of the water pump cooling water line and the outlet side of the OBC cooling water line and the motor cooling water line, respectively. It is characterized by including.

ＯＢＣ冷却水ラインにはＯＢＣとＬＤＣが直列に連結されるか、または、ウォーターポンプ冷却水ラインの出口側にはＯＢＣ冷却水ライン及びモーター冷却水ラインとともにＬＤＣ冷却水ラインが並列にさらに分岐されることが好ましい。
ウォーターポンプ冷却水ラインの出口側とＯＢＣ冷却水ライン及びモーター冷却水ラインの分岐される入口側とは第１バルブで連結されることが好ましく、ＯＢＣ冷却水ライン及びモーター冷却水ラインの出口側合流地点とヒーターコア冷却水ライン及びラジエーター冷却水ラインとは第２バルブで連結されることが好ましい。
車両に暖房が必要であると確認される場合、バッテリー充電中にはＯＢＣ冷却水ライン、モーター冷却水ライン及びヒーターコア冷却水ラインに冷却水が流れるように制御し、バッテリー非充電中にはモーター冷却水ライン及びヒーターコア冷却水ラインに冷却水が流れるように制御する制御部をさらに含むことが好ましい。 OBC and LDC are connected in series to the OBC cooling water line, or the LDC cooling water line is further branched in parallel with the OBC cooling water line and the motor cooling water line at the outlet side of the water pump cooling water line. It is preferable.
The outlet side of the water pump cooling water line and the inlet side where the OBC cooling water line and the motor cooling water line are branched are preferably connected by a first valve, and the outlet side confluence of the OBC cooling water line and the motor cooling water line The point, the heater core cooling water line, and the radiator cooling water line are preferably connected by a second valve.
When it is confirmed that heating is required for the vehicle, control is performed so that cooling water flows through the OBC cooling water line, the motor cooling water line, and the heater core cooling water line during battery charging, and the motor is driven during battery non-charging. It is preferable to further include a control unit that controls the cooling water to flow through the cooling water line and the heater core cooling water line.

また、上記目的を達成するための本発明の電気自動車の廃熱管理方法は、ウォーターポンプから並列に分岐されたＯＢＣ冷却水ラインとモーター冷却水ラインとを用いる電気自動車の廃熱管理方法であって、暖房または冷房が必要であるかを判断する温度判断段階、及び暖房が必要であると判断された場合、バッテリー充電状態を確認し、充電中の場合、ＯＢＣ冷却水ライン、モーター冷却水ライン及びヒーターコア冷却水ラインに冷却水が流れるように制御し、非充電中の場合、モーター冷却水ライン及びヒーターコア冷却水ラインに冷却水が流れるように制御する暖房段階を含むことを特徴とする。
暖房段階は、冷房が必要であると判断された場合、ＯＢＣ冷却水ライン、モーター冷却水ライン及びラジエーター冷却水ラインに冷却水が流れるように制御する冷房段階をさらに含むことが好ましい。
温度判断段階は、車両の室外温度または室内温度または空調装置の使用者設定温度に基づいて暖房または冷房が必要であるかを判断することが好ましい。 In addition, the waste heat management method for an electric vehicle of the present invention for achieving the above object is a waste heat management method for an electric vehicle using an OBC cooling water line and a motor cooling water line branched in parallel from a water pump. A temperature determination stage for determining whether heating or cooling is necessary, and if it is determined that heating is necessary, the battery charging state is confirmed. If charging is in progress, the OBC cooling water line and the motor cooling water line And a heating stage for controlling the cooling water to flow through the heater core cooling water line and controlling the cooling water to flow through the motor cooling water line and the heater core cooling water line when not charging. .
Preferably, the heating stage further includes a cooling stage for controlling the cooling water to flow through the OBC cooling water line, the motor cooling water line, and the radiator cooling water line when it is determined that cooling is necessary.
In the temperature determination step, it is preferable to determine whether heating or cooling is necessary based on the outdoor temperature or the indoor temperature of the vehicle or the user set temperature of the air conditioner.

暖房段階は、バッテリー充電中の場合、前もって設定された段階に従ってウォーターポンプの稼動、ヒーターコア側ブロワーの稼動、ラジエーター冷却水ラインへの冷却水放流を順次実行することが好ましい。
暖房段階は、バッテリー非充電の場合、前もって設定された段階に従ってウォーターポンプの稼動、ラジエーター冷却水ラインへの冷却水放流を順次実行することが好ましい。
前もって設定された段階は、冷却水の温度が上昇する程度に基づいて設定されることが好ましい。
暖房段階は、前もって設定された段階に従ってラジエーター冷却水ラインへの冷却水放流を実行した後、エアフラップの開放とラジエーター側ファンの稼動をさらに順次実行することが好ましい。 In the heating stage, when the battery is being charged, it is preferable to sequentially execute the operation of the water pump, the operation of the heater core side blower, and the discharge of the cooling water to the radiator cooling water line in accordance with the stage set in advance.
In the case of non-charging the battery, it is preferable that the heating stage sequentially executes water pump operation and cooling water discharge to the radiator cooling water line in accordance with a preset stage.
The stage set in advance is preferably set based on the degree to which the temperature of the cooling water rises.
In the heating stage, it is preferable that after the cooling water discharge to the radiator cooling water line is executed in accordance with a preset stage, the air flap opening and the radiator side fan operation are further executed sequentially.

本発明の電気自動車の廃熱管理システム及び管理方法によれば、ＯＢＣとモーターの廃熱を室内暖房とモーターの予熱に活用することで電気自動車の燃費を上昇させることができる。
また、段階別に制御することで電気を効率よく使うことができ、各部品の発熱による安全性も確保することができる。
そして、それぞれの状況に適した制御をすることで、夏季と冬季に共にエネルギー消費を効率よく行うことができる。 According to the waste heat management system and management method for an electric vehicle of the present invention, the fuel consumption of the electric vehicle can be increased by utilizing the waste heat of the OBC and the motor for indoor heating and preheating of the motor.
Also, by controlling each stage, electricity can be used efficiently, and safety due to heat generation of each component can be ensured.
And by performing control suitable for each situation, energy consumption can be efficiently performed in summer and winter.

従来の電気自動車の廃熱管理システムを示す図である。It is a figure which shows the waste heat management system of the conventional electric vehicle. 本発明の一実施例による電気自動車の廃熱管理システムを示す図である。1 is a diagram showing a waste heat management system for an electric vehicle according to an embodiment of the present invention. 図２に示した電気自動車の廃熱管理システムの多方向バルブを示す図である。It is a figure which shows the multi-directional valve of the waste heat management system of the electric vehicle shown in FIG. 図２に示した電気自動車の廃熱管理システムを活用した廃熱管理方法のフローチャートである。It is a flowchart of the waste heat management method using the waste heat management system of the electric vehicle shown in FIG. 図４に示した電気自動車の廃熱管理方法のうち暖房充電制御方法のフローチャートである。It is a flowchart of the heating charge control method among the waste heat management methods of the electric vehicle shown in FIG. 図４に示した電気自動車の廃熱管理方法のうち暖房走行制御方法のフローチャートである。It is a flowchart of the heating travel control method among the waste heat management methods of the electric vehicle shown in FIG. 図４に示した電気自動車の廃熱管理方法のうち冷房充電制御方法のフローチャートである。It is a flowchart of the cooling charge control method among the waste heat management methods of the electric vehicle shown in FIG. 図４に示した電気自動車の廃熱管理方法のうち冷房走行制御方法のフローチャートである。5 is a flowchart of a cooling travel control method in the waste heat management method for the electric vehicle shown in FIG. 4.

以下、添付図面を参照して本発明の電気自動車の廃熱管理システム及び管理方法の実施例について詳細に説明する。
図２は本発明の一実施例による電気自動車の廃熱管理システムを示す図である。この廃熱管理システムは、冷却水の流れを制御するウォーターポンプ１００、ウォーターポンプ１００が連結されたウォーターポンプ冷却水ラインＡの出口側で並列に分岐されたＯＢＣ３００を冷却するＯＢＣ冷却水ラインＣとモーター２００を冷却するモーター冷却水ラインＢ、及び、ウォーターポンプ冷却水ラインＡの入口側と、ＯＢＣ冷却水ラインＣ及びモーター冷却水ラインＢの出口側の合流地点とにそれぞれ並列に連結されたヒーターコア４００周囲を流れるヒーターコア冷却水ラインＤとラジエーター５００周囲を流れるラジエーター冷却水ラインＥ、を含んでなる。 Hereinafter, embodiments of a waste heat management system and management method for an electric vehicle according to the present invention will be described in detail with reference to the accompanying drawings.
FIG. 2 is a diagram showing a waste heat management system for an electric vehicle according to an embodiment of the present invention. This waste heat management system includes a water pump 100 that controls the flow of cooling water, an OBC cooling water line C that cools the OBC 300 branched in parallel on the outlet side of the water pump cooling water line A to which the water pump 100 is connected, and A heater connected in parallel to the motor cooling water line B for cooling the motor 200 and the inlet side of the water pump cooling water line A and the junction point on the outlet side of the OBC cooling water line C and the motor cooling water line B, respectively. The heater core cooling water line D flowing around the core 400 and the radiator cooling water line E flowing around the radiator 500 are included.

具体的に、車両は大別して室内側とモータールームに分けられる。室内側には室内を暖房するヒーターコア４００が配置され、モータールームには冷却水の流れを制御するウォーターポンプ１００、車両駆動源のモーター２００、車載充電器であるＯＢＣ３００及び放熱機能を有するラジエーター５００が配置される。そして、このようなそれぞれの構成はいずれも冷却水ラインで連結されることにより、一側で発生した廃熱を他側に伝送することができる。この廃熱の伝送は制御部でウォーターポンプ１００と多方向バルブ６００、７００の開閉によって制御される。
このシステムにより、電気自動車はＰＴＣヒーター４４０でないヒーターコア４００を活用することができ、ＯＢＣ３００を始めその他の発熱部品の廃熱を活用して室内の暖房をすることができる。 Specifically, vehicles are roughly divided into an indoor side and a motor room. A heater core 400 for heating the room is arranged on the indoor side, and in the motor room, a water pump 100 for controlling the flow of cooling water, a motor 200 for a vehicle driving source, an OBC 300 as an in-vehicle charger, and a radiator 500 having a heat dissipation function. Is placed. And each of such each structure is connected with a cooling water line, By which waste heat generated on one side can be transmitted to the other side. The waste heat transmission is controlled by the control unit by opening and closing the water pump 100 and the multi-directional valves 600 and 700.
With this system, the electric vehicle can utilize the heater core 400 that is not the PTC heater 440, and can heat the room using the waste heat of the OBC 300 and other heat-generating components.

ウォーターポンプ１００が連結された冷却水ラインはウォーターポンプ冷却水ラインＡであり、そのウォーターポンプ冷却水ラインＡの出口側は分岐され、並列にＯＢＣ冷却水ラインＣ及びモーター冷却水ラインＢが備えられる。
ウォーターポンプ冷却水ラインＡの出口側には、ＯＢＣ冷却水ラインＣ及びモーター冷却水ラインＢとともにＬＤＣ冷却水ラインを並列にさらに分岐結合してもよい。ＬＤＣ３２０は車両の電装品を作動するときに発熱するもので、ＯＢＣ３００に並列に連結して構成することもＯＢＣ３００に直列で連結して構成することもできる。図２には直列連結の実施例を示した。ＯＢＣ３００とＬＤＣ３２０は車両駆動部のモーター２００とは異なる発熱時間帯を有するため、モーター２００から分離して並列に連結されことが好ましい。 The cooling water line to which the water pump 100 is connected is the water pump cooling water line A, the outlet side of the water pump cooling water line A is branched, and the OBC cooling water line C and the motor cooling water line B are provided in parallel. .
On the outlet side of the water pump cooling water line A, an LDC cooling water line may be further branched and coupled in parallel with the OBC cooling water line C and the motor cooling water line B. The LDC 320 generates heat when an electrical component of the vehicle is operated, and can be configured to be connected to the OBC 300 in parallel or connected to the OBC 300 in series. FIG. 2 shows an example of series connection. Since the OBC 300 and the LDC 320 have a heat generation time zone different from that of the motor 200 of the vehicle drive unit, it is preferable that the OBC 300 and the LDC 320 be separated from the motor 200 and connected in parallel.

また、ウォーターポンプ冷却水ラインＡの入口側とＯＢＣ冷却水ラインＣ及びモーター冷却水ラインＢの出口側の合流地点にはヒーターコア冷却水ラインＤ及びラジエーター冷却水ラインＥがそれぞれ並列に連結される。すなわち、ヒーターコア冷却水ラインＤ及びラジエーター冷却水ラインＥは、図２に示したとおり、出口側がウォーターポンプ冷却水ラインＡの入口側に連結され、入口側がＯＢＣ冷却水ラインＣ及びモーター冷却水ラインＢの出口側の合流地点に連結される。これらの冷却ラインＤ、Ｅは、上記部品の発熱の際、熱を室内または室外に放出する必要がある場合に選択的に冷却水の流路となる。   In addition, a heater core cooling water line D and a radiator cooling water line E are connected in parallel to the confluence of the inlet side of the water pump cooling water line A and the outlet side of the OBC cooling water line C and the motor cooling water line B, respectively. . That is, as shown in FIG. 2, the heater core cooling water line D and the radiator cooling water line E are connected to the inlet side of the water pump cooling water line A, and the inlet side is connected to the OBC cooling water line C and the motor cooling water line. It is connected to the confluence point on the exit side of B. These cooling lines D and E selectively serve as a cooling water flow path when it is necessary to release heat indoors or outdoors when the above-described components generate heat.

ウォーターポンプ冷却水ラインＡの出口側とＯＢＣ冷却水ラインＣ及びモーター冷却水ラインＢの分岐される入口側は多方向バルブ６００（以下、第１バルブという）で連結される。この連結により、ＯＢＣ３００の廃熱を用いる必要がある場合には、ウォーターポンプ冷却水ラインＡとＯＢＣ冷却水ラインＣを連結し、モーター２００の廃熱を用いる必要がある場合には、ウォーターポンプ冷却水ラインＡとモーター冷却水ラインＢを連結する。両者の廃熱を用いる必要があるか、あるいはＯＢＣ３００の廃熱をモーター２００にも送る必要がある場合には、多方向バルブ６００、７００を用い、両者を共に連結する。   The outlet side of the water pump cooling water line A and the inlet side where the OBC cooling water line C and the motor cooling water line B are branched are connected by a multidirectional valve 600 (hereinafter referred to as a first valve). By this connection, when it is necessary to use the waste heat of the OBC 300, the water pump cooling water line A and the OBC cooling water line C are connected, and when it is necessary to use the waste heat of the motor 200, the water pump cooling is performed. The water line A and the motor cooling water line B are connected. When it is necessary to use the waste heat of both or to send the waste heat of the OBC 300 to the motor 200, the multi-directional valves 600 and 700 are used to connect both.

図３に多方向バルブの例として、第１バルブ６００の構造を示した。第１バルブ６００はウォーターポンプ冷却水ラインＡ、ＯＢＣ冷却水ラインＣ及びモーター冷却水ラインＢにそれぞれ連結される分岐が形成され、第１バルブ６００の内部には複数の通孔が形成された開閉ドア６３０が位置し、外部には開閉ドア６３０を回転させるバルブ駆動部Ｍが設置される。第１バルブ６００は開閉ドア６３０の回転によって流路を自由に変えることができる。
また、ＯＢＣ冷却水ラインＣ及びモーター冷却水ラインＢの出口側合流地点とヒーターコア冷却水ラインＤ及びラジエーター冷却水ラインＥも多方向バルブ７００（以下、第２バルブという）で連結される。第２バルブ７００は、第１バルブ６００と同様の作動様式により、ヒーターコア冷却水ラインＤまたはラジエーター冷却水ラインＥを選択的に連結し、廃熱を室内に送るかまたは外部に送るかを選択することができる。 FIG. 3 shows the structure of the first valve 600 as an example of the multidirectional valve. The first valve 600 has branches connected to the water pump cooling water line A, the OBC cooling water line C, and the motor cooling water line B, respectively. The first valve 600 is opened and closed with a plurality of through holes. The door 630 is located, and a valve driving unit M that rotates the opening / closing door 630 is installed outside. The first valve 600 can freely change the flow path by the rotation of the opening / closing door 630.
Further, the outlet side confluence point of the OBC cooling water line C and the motor cooling water line B, the heater core cooling water line D, and the radiator cooling water line E are also connected by a multidirectional valve 700 (hereinafter referred to as a second valve). The second valve 700 selectively connects the heater core cooling water line D or the radiator cooling water line E in the same manner of operation as the first valve 600, and selects whether to send waste heat to the room or to the outside. can do.

車両に暖房が必要であると判断される場合、バッテリー充電中にはＯＢＣ冷却水ラインＣ、モーター冷却水ラインＢ及びヒーターコア冷却水ラインＤに冷却水が流れるようにし、バッテリー非充電中にはモーター冷却水ラインＢ及びヒーターコア冷却水ラインＤに冷却水が流れるように制御する制御部をさらに含む。
制御部は、ウォーターポンプ１００のオン／オフまたは回転数を制御することにより冷却水の流速を決定し、多方向バルブ６００、７００を制御することにより必要な方向に冷却水の流路を形成する。
具体的に、制御部は、車両に暖房が必要であると判断される場合、バッテリー充電中にはＯＢＣ冷却水ラインＣ、モーター冷却水ラインＢ及びヒーターコア冷却水ラインＤに冷却水が流れるように制御することにより、冬季の充電中に発生するＯＢＣ３００の廃熱を暖房に活用するとともにモーター２００の予熱にも活用するように制御するので、モーターの初期電気消費を画期的に減少させることができる。
また、制御部は、車両に暖房が必要であると判断される場合、バッテリー非充電中にはモーター冷却水ラインＢ及びヒーターコア冷却水ラインＤに冷却水が流れるように制御することにより、走行の際にモーター２００で発生する廃熱を用いて室内の暖房を行う。この場合にはＯＢＣ３００及びラジエーター５００に冷却水が流れないように制御することで廃熱の散失を防止して暖房効率を極大化する。 When it is determined that the vehicle needs heating, the cooling water flows through the OBC cooling water line C, the motor cooling water line B, and the heater core cooling water line D during battery charging, and during battery non-charging. A control unit is further included for controlling the cooling water to flow through the motor cooling water line B and the heater core cooling water line D.
The control unit determines the flow rate of the cooling water by controlling on / off or the rotation speed of the water pump 100, and forms the cooling water flow path in a necessary direction by controlling the multidirectional valves 600 and 700. .
Specifically, when it is determined that the vehicle needs heating, the control unit causes the cooling water to flow through the OBC cooling water line C, the motor cooling water line B, and the heater core cooling water line D during battery charging. By controlling so that the waste heat of the OBC 300 generated during charging in winter is used for heating and also for preheating the motor 200, the initial electric consumption of the motor can be dramatically reduced. Can do.
In addition, when it is determined that the vehicle needs to be heated, the control unit controls the cooling water to flow through the motor cooling water line B and the heater core cooling water line D while the battery is not charged. The room is heated using waste heat generated by the motor 200 at the time. In this case, by controlling so that the cooling water does not flow through the OBC 300 and the radiator 500, the loss of waste heat is prevented and the heating efficiency is maximized.

図４は図２に示した電気自動車の廃熱管理システムを活用した廃熱管理方法のフローチャートである。本発明の廃熱管理方法は、ウォーターポンプ１００から並列に分岐されたＯＢＣ冷却水ラインＣとモーター冷却水ラインＢを用いる電気自動車の廃熱管理方法であって、暖房または冷房が必要であるかを判断する温度判断段階（Ｓ１００）、及び暖房が必要であると判断された場合、バッテリー充電状態を確認し、充電中の場合にはＯＢＣ冷却水ラインＣとモーター冷却水ラインＢ及びヒーターコア冷却水ラインＤに冷却水が流れるように制御し（Ｓ２００）、非充電中の場合にはモーター冷却水ラインＢ及びヒーターコア冷却水ラインＤに冷却水が流れるように制御する暖房段階（Ｓ３００）、を含む。   FIG. 4 is a flowchart of a waste heat management method using the waste heat management system for an electric vehicle shown in FIG. The waste heat management method of the present invention is a waste heat management method for an electric vehicle using the OBC cooling water line C and the motor cooling water line B branched in parallel from the water pump 100, and is heating or cooling required? In the temperature determination step (S100) for determining whether or not heating is necessary, the state of charge of the battery is confirmed. If charging is in progress, the OBC cooling water line C, the motor cooling water line B, and the heater core cooling are checked. A heating stage for controlling the cooling water to flow through the water line D (S200), and controlling the cooling water to flow through the motor cooling water line B and the heater core cooling water line D when not charging (S300), including.

まず、暖房または冷房が必要であるかを判断する温度判断段階（Ｓ１００）を実行する。ここで、温度判断段階（Ｓ１００）は車両の室外温度または室内温度あるいは空調装置の使用者設定温度に基づいて暖房または冷房が必要であるかを判断する。
暖房が必要であると判断された場合には、バッテリー充電状態を確認し（Ｓ１４０）、充電中の場合、ＯＢＣ冷却水ラインＣとモーター冷却水ラインＢ及びヒーターコア冷却水ラインＤに冷却水が流れるように制御する。すなわち、暖房充電制御（Ｓ２００）を開始する。また、走行中の場合には、暖房走行制御（Ｓ３００）を実行し、充電でもなくて走行でもない場合は電装品のみを稼動した場合であり、別途の制御（Ｓ４００）を実行する。
別途制御（Ｓ４００、Ｓ７００）の場合には多様に構成可能であるが、代表的にはウォーターポンプを稼動せずに伝導による熱伝逹のみを具現する場合を想定することができる。
一方、冷房が必要であると判断された場合には、ＯＢＣ冷却水ラインＣ、モーター冷却水ラインＢ及びラジエーター冷却水ラインＥに冷却水が流れるように制御する冷房段階（Ｓ５００、Ｓ６００）、を実行する。そして、冷房段階も暖房段階と同様に、冷房充電制御、冷房走行制御及び別途制御に区分される。 First, a temperature determination step (S100) for determining whether heating or cooling is necessary is executed. Here, in the temperature determination step (S100), it is determined whether heating or cooling is necessary based on the outdoor temperature or the indoor temperature of the vehicle or the user set temperature of the air conditioner.
If it is determined that heating is necessary, the battery charge state is confirmed (S140). If charging is in progress, cooling water is supplied to the OBC cooling water line C, the motor cooling water line B, and the heater core cooling water line D. Control to flow. That is, heating charge control (S200) is started. Further, when the vehicle is traveling, heating traveling control (S300) is executed, and when it is neither charging nor traveling, only the electrical component is operated, and separate control (S400) is performed.
In the case of separate control (S400, S700), various configurations are possible, but typically, a case where only heat transfer by conduction is realized without operating the water pump can be assumed.
On the other hand, if it is determined that cooling is necessary, a cooling stage (S500, S600) for controlling the cooling water to flow through the OBC cooling water line C, the motor cooling water line B, and the radiator cooling water line E is performed. Run. The cooling stage is divided into cooling charge control, cooling travel control, and separate control, similar to the heating stage.

図５は図４に示した電気自動車の廃熱管理方法のうち暖房充電制御方法のフローチャートである。暖房段階（Ｓ２００、Ｓ３００）は、バッテリー充電中の場合、前もって設定された段階に従ってウォーターポンプ１００の稼動、ヒーターコア側ブロワー４２０の稼動、ラジエーター冷却水ラインＥへの冷却水放流を順次行う。そして、前もって設定された段階は冷却水の温度が上昇する程度によって設定され、暖房段階（Ｓ２００、Ｓ３００）は前もって設定された段階によってラジエーター冷却水ラインＥへの冷却水放流を行った後、エアフラップ５４０の開放とラジエーター側ファン５２０の稼動をさらに順次実行する。   FIG. 5 is a flowchart of the heating charge control method in the waste heat management method for the electric vehicle shown in FIG. In the heating stage (S200, S300), when the battery is being charged, the operation of the water pump 100, the operation of the heater core side blower 420, and the discharge of the cooling water to the radiator cooling water line E are sequentially performed according to the preset stage. The preset stage is set according to the degree to which the temperature of the cooling water rises, and the heating stage (S200, S300) is performed after discharging the cooling water to the radiator cooling water line E according to the preset stage. The opening of the flap 540 and the operation of the radiator-side fan 520 are further sequentially performed.

具体的に、図５を参照して説明すると、制御が開始されると、まずウォーターポンプ１００を稼動し、第１バルブ６００を両方向に開放することで、ＯＢＣ３００とモーター２００の両者に冷却水が流れる。そして、第２バルブ７００はヒーターコア側だけ開放することで室内を暖房する（Ｓ２１０）。
その後、充電が進むにつれて冷却水の温度が６０度以上になれば（Ｓ２２０）、室内側ヒーターコア４００のブロワー４２０を作動させることで、より多い廃熱が室内に放出される（Ｓ２３０）。そして、冷却水の温度が６５度以上になれば（Ｓ２４０）、室外のエアフラップ５４０を開放することで外部に放熱し、第２バルブ７００を両方向に開放する（Ｓ２５０）。冷却温度が７０度以上になれば（Ｓ２６０）、異常過熱と判断し、ＯＢＣ３００の保護のために、ラジエーター５００のファン５２０を稼動してより多い熱を室外に排出する（Ｓ２７０）。
このような制御に使用された温度区間は多様に変えることができる。また、制御中にＯＢＣ３００またはＬＤＣ３２０の自体温度異常有無を検出する場合、冷却水温度に先立ちこのような異常有無を見つけて過多発熱に対処することも可能である。これは熱効率の向上だけでなく、バッテリー充電時の安全性確保の確保になる。 Specifically, referring to FIG. 5, when the control is started, first, the water pump 100 is operated, and the first valve 600 is opened in both directions, so that cooling water is supplied to both the OBC 300 and the motor 200. Flowing. Then, the second valve 700 heats the room by opening only the heater core side (S210).
Thereafter, when the temperature of the cooling water becomes 60 ° C. or more as charging proceeds (S220), more waste heat is released into the room by operating the blower 420 of the indoor heater core 400 (S230). And if the temperature of a cooling water will be 65 degreeC or more (S240), it will thermally radiate outside by opening the outdoor air flap 540, and will open the 2nd valve 700 to both directions (S250). If the cooling temperature reaches 70 ° C. or more (S260), it is determined that the overheating is abnormal, and the fan 520 of the radiator 500 is operated to discharge more heat to the outside for protection of the OBC 300 (S270).
The temperature section used for such control can be variously changed. Further, when detecting whether or not the temperature of the OBC 300 or LDC 320 itself is abnormal during the control, it is also possible to detect the presence or absence of such abnormality prior to the cooling water temperature and cope with excessive heat generation. This not only improves thermal efficiency, but also ensures safety when charging the battery.

図６は電気自動車の廃熱管理方法のうち暖房走行制御方法のフローチャートである。暖房段階（Ｓ３００）は、バッテリー非充電またはモーター走行中であると判断される場合、前もって設定された段階に従ってウォーターポンプ１００の稼動、ラジエーター冷却水ラインＥへの冷却水放流を順次行う。そして、前もって設定された段階は冷却水の温度が上昇する程度によって設定する。また、暖房段階（Ｓ３００）は、前もって設定された段階に従ってラジエーター冷却水ラインＥへの冷却水放流を行った後、エアフラップ５４０の開放とラジエーター側ファン５２０の稼動をさらに順次実行する。
具体的に、図６に基づいて説明すると、暖房が必要で走行中の場合には、まずウォーターポンプ１００を稼動し、第１バルブ６００をモーター２００方向にだけで開放し、第２バルブ７００はヒーターコア４００側にだけ開放し、室内のブロワー４２０を稼動する（Ｓ３１０）。これにより、走行中に発生するモーター２００の廃熱を効果的に室内に熱の散失なしに伝達する。 FIG. 6 is a flowchart of the heating travel control method in the waste heat management method of the electric vehicle. In the heating stage (S300), when it is determined that the battery is not charged or the motor is running, the operation of the water pump 100 and the discharge of the cooling water to the radiator cooling water line E are sequentially performed according to the stage set in advance. And the stage set up beforehand is set up to the extent to which the temperature of cooling water rises. In the heating stage (S300), after cooling water is discharged to the radiator cooling water line E according to a preset stage, the air flap 540 is opened and the radiator-side fan 520 is further operated.
Specifically, referring to FIG. 6, when heating is required and traveling, the water pump 100 is first operated, the first valve 600 is opened only in the direction of the motor 200, and the second valve 700 is Only the heater core 400 is opened, and the indoor blower 420 is operated (S310). Thereby, the waste heat of the motor 200 generated during traveling is effectively transmitted to the room without heat loss.

その後、冷却水の温度が６５度以上になった場合（Ｓ３２０）、室外のエアフラップ５４０を開放し、第２バルブ７００を両方向に開放して外部へ熱伝逹により放熱をする（Ｓ３３０）。これにより、モーター２００を安定した温度区間に維持することができる。
その後、冷却水が７０度以上である場合（Ｓ３４０）、ラジエーター側のファン５２０を稼動して熱をさらに排出する（Ｓ３５０）。一方、ＬＤＣ３２０やＯＢＣ３００の自体温度も持続的にチェックすることで、これら部品が管理温度以上であるかを判断し（Ｓ３６０）、過熱の場合には、第１バルブ６００を両方向に開放し、廃熱をモーター２００と同時に室内側に送って暖房を実行し、室外に熱を排出する（Ｓ３７０）。 Thereafter, when the temperature of the cooling water reaches 65 ° C. or higher (S320), the outdoor air flap 540 is opened, the second valve 700 is opened in both directions, and heat is radiated to the outside by heat transfer (S330). Thereby, the motor 200 can be maintained in a stable temperature section.
Thereafter, when the cooling water is 70 degrees or more (S340), the radiator-side fan 520 is operated to further discharge heat (S350). On the other hand, by continuously checking the temperatures of the LDC 320 and the OBC 300 as well, it is determined whether or not these components are above the control temperature (S360). If overheating occurs, the first valve 600 is opened in both directions and discarded. Heat is sent to the indoor side simultaneously with the motor 200 to perform heating, and the heat is discharged outside the room (S370).

図７は図４に示した電気自動車の廃熱管理方法のうち冷房充電制御方法のフローチャート、図８は図４に示した電気自動車の廃熱管理方法のうち冷房走行制御方法のフローチャートである。
冷房充電制御の場合には、まずエアフラップ５４０を開放し、第１バルブ６００を両方向に開放することで、ＯＢＣ３００の廃熱をモーター２００でも吸収させ、第２バルブ７００をラジエーター５００の方向にだけ開放することで、室内に暖かい空気が流入しないようにする（Ｓ５１０）。
その後、冷却水の温度が６０度以上になる場合（Ｓ５２０）、ウォーターポンプ１００を稼動して熱を強力に排出し（Ｓ５３０）、６５度以上になる場合（Ｓ５４０）、ラジエーターのファン５２０を稼動して熱を外部にさらに排出する（Ｓ５５０）。 7 is a flowchart of the cooling charge control method in the waste heat management method for the electric vehicle shown in FIG. 4, and FIG. 8 is a flowchart of the cooling travel control method in the waste heat management method for the electric vehicle shown in FIG.
In the case of cooling charge control, first, the air flap 540 is opened and the first valve 600 is opened in both directions, so that the waste heat of the OBC 300 is absorbed by the motor 200 and the second valve 700 is moved only in the direction of the radiator 500. By opening, warm air is prevented from flowing into the room (S510).
After that, when the temperature of the cooling water is 60 degrees or higher (S520), the water pump 100 is operated to exhaust heat strongly (S530), and when the temperature is 65 degrees or higher (S540), the radiator fan 520 is operated. Then, the heat is further discharged to the outside (S550).

冷房走行制御の場合は冷房充電制御に近似しているが、初期段階（Ｓ６１０）で第２バルブ７００を両方向に開放することで、モーター２００の発熱量を室内でも伝導によって吸収させてモーター２００の性能を一層向上させる。そして、冷却水が６０度以上の場合（Ｓ６２０）、第２バルブ７００をラジエーター５００の方向にだけ開放することで、室内に熱い空気が流入しないようにする（Ｓ６３０）。これはモーター２００の走行性能よりは室内の快適性及び冷房性能を重視した場合である。そして、これ以降の段階は冷房充電制御と同様である。   The cooling traveling control is similar to the cooling charging control. However, by opening the second valve 700 in both directions in the initial stage (S610), the amount of heat generated by the motor 200 can be absorbed in the room by conduction, so that the motor 200 Further improve performance. When the cooling water is 60 degrees or more (S620), the second valve 700 is opened only in the direction of the radiator 500 so that hot air does not flow into the room (S630). This is a case where indoor comfort and cooling performance are more important than the running performance of the motor 200. The subsequent steps are similar to the cooling charge control.

本発明の電気自動車の廃熱管理システム及び管理方法によれば、ＯＢＣ３００とモーター２００の廃熱を室内暖房とモーター２００の予熱に活用することにより電気自動車の燃費を向上させることができる。また、段階別に制御することで電気を効率よく使うことができ、各部品の発熱による安全性も確保することができる。そして、それぞれの状況によって適正の制御することができるので、夏季と冬季に共にエネルギーを効率よく利用することができる。   According to the waste heat management system and management method for an electric vehicle of the present invention, the fuel consumption of the electric vehicle can be improved by utilizing the waste heat of the OBC 300 and the motor 200 for indoor heating and preheating of the motor 200. Also, by controlling each stage, electricity can be used efficiently, and safety due to heat generation of each component can be ensured. And since it can control appropriately according to each condition, energy can be used efficiently in summer and winter.

以上、本発明の特定の実施例について説明したが、本発明の権利は、上述した実施例に限定されず、請求の範囲に記載の内容によって定義され、本発明の分野における通常の知識を有する者が、請求の範囲に記載された権利範囲内で様々な変形と改作を行うことができることは自明である。   Although specific embodiments of the present invention have been described above, the rights of the present invention are not limited to the above-described embodiments, but are defined by the contents described in the claims, and have ordinary knowledge in the field of the present invention. It is obvious that a person can make various modifications and alterations within the scope of the rights described in the claims.

本発明は、電気自動車のＯＢＣ３００やモーター２００から発生する廃熱を車両の暖房に効果的に用いて、車両の燃費を向上させるため、ＯＢＣ及びモーターを搭載する電気自動車に適用が可能である。   The present invention can be applied to an electric vehicle equipped with an OBC and a motor in order to improve the fuel efficiency of the vehicle by effectively using the waste heat generated from the OBC 300 of the electric vehicle and the motor 200 for heating the vehicle.

１０、４４０ ＰＴＣヒーター（セラミックヒーター）
１２、４２０ ブロワー
２０、１００ ウォーターポンプ
３０、３２０ 低電圧直流変換器（ＬＤＣ）
４０、２２０ インバーター
５０、２００ モーター
６０、３００ 車載充電器（ОＢＣ）
７０、５００ ラジエーター
７２、５２０ ファン
４００ ヒーターコア
５４０ エアフラップ
６００ 第１バルブ（多方向バルブ）
６３０ 開閉ドア
７００ 第２バルブ（多方向バルブ）
Ａ ウォーターポンプ冷却水ライン
Ｂ モーター冷却水ライン
Ｃ ＯＢＣ冷却水ライン
Ｄ ヒーターコア冷却水ライン
Ｅ ラジエーター冷却水ライン
Ｍ バルブ駆動部 10, 440 PTC heater (ceramic heater)
12,420 Blower 20,100 Water pump 30,320 Low voltage direct current converter (LDC)
40, 220 Inverter 50, 200 Motor 60, 300 On-board charger (OBC)
70, 500 Radiator 72, 520 Fan 400 Heater core 540 Air flap 600 First valve (multi-directional valve)
630 Open / close door 700 Second valve (multi-directional valve)
A Water pump cooling water line B Motor cooling water line C OBC cooling water line D Heater core cooling water line E Radiator cooling water line M Valve drive

Claims (12)

冷却水の流れを制御するウォーターポンプと、
ウォーターポンプ冷却水ライン（Ａ）の出口側で並列に分岐されたＯＢＣ冷却水ライン（Ｃ）とモーター冷却水ライン（Ｂ）と、
前記ウォーターポンプ冷却水ライン（Ａ）の入口側と、前記ＯＢＣ冷却水ライン（Ｃ）及び前記モーター冷却水ライン（Ｂ）の出口側の合流地点とにそれぞれ並列に連結されたヒーターコア冷却水ライン（Ｄ）とラジエーター冷却水ライン（Ｅ）と、
車両に暖房が必要であると確認される場合、バッテリー充電中には前記ＯＢＣ冷却水ライン（Ｃ）、前記モーター冷却水ライン（Ｂ）及び前記ヒーターコア冷却水ライン（Ｄ）に冷却水が流れるように制御し、バッテリー非充電中には前記モーター冷却水ライン（Ｂ）及び前記ヒーターコア冷却水ライン（Ｄ）に冷却水が流れるように制御する制御部と、を含むことを特徴とする電気自動車の廃熱管理システム。 A water pump for controlling the flow of cooling water,
Water pump cooling water line (A) of the outlet OBC cooling water is branched in parallel with the side line (C) and the motor cooling water line (B),
A heater core cooling water line connected in parallel to the inlet side of the water pump cooling water line (A) and the junction point on the outlet side of the OBC cooling water line (C) and the motor cooling water line (B). (D) and the radiator cooling water line (E) ,
When it is confirmed that the vehicle needs heating, cooling water flows through the OBC cooling water line (C), the motor cooling water line (B), and the heater core cooling water line (D) during battery charging. controlled to, during battery uncharged and wherein said motor cooling water line (B) and containing Mukoto and a control unit for controlling so that the cooling water flows into the heater core coolant line (D) Waste heat management system for electric vehicles. 前記ＯＢＣ冷却水ライン（Ｃ）にはＯＢＣとＬＤＣが直列に連結されることを特徴とする請求項１に記載の電気自動車の廃熱管理システム。   The waste heat management system for an electric vehicle according to claim 1, wherein an OBC and an LDC are connected in series to the OBC cooling water line (C). 前記ウォーターポンプ冷却水ライン（Ａ）の出口側にはＯＢＣ冷却水ライン（Ｃ）及びモーター冷却水ライン（Ｂ）とともにＬＤＣ冷却水ラインが並列にさらに分岐されることを特徴とする請求項１に記載の電気自動車の廃熱管理システム。   The LDC cooling water line is further branched in parallel with the OBC cooling water line (C) and the motor cooling water line (B) at the outlet side of the water pump cooling water line (A). The electric vehicle waste heat management system described. 前記ウォーターポンプ冷却水ライン（Ａ）の出口側と前記ＯＢＣ冷却水ライン（Ｃ）及び前記モーター冷却水ライン（Ｂ）の分岐される入口側とは第１バルブで連結されることを特徴とする請求項１に記載の電気自動車の廃熱管理システム。   The outlet side of the water pump cooling water line (A) and the inlet side where the OBC cooling water line (C) and the motor cooling water line (B) are branched are connected by a first valve. The waste heat management system for an electric vehicle according to claim 1. 前記ＯＢＣ冷却水ライン（Ｃ）及び前記モーター冷却水ライン（Ｂ）の出口側合流地点と前記ヒーターコア冷却水ライン（Ｄ）及び前記ラジエーター冷却水ライン（Ｅ）とは第２バルブで連結されることを特徴とする請求項１に記載の電気自動車の廃熱管理システム。   The outlet side confluence of the OBC cooling water line (C) and the motor cooling water line (B), the heater core cooling water line (D), and the radiator cooling water line (E) are connected by a second valve. The waste heat management system for an electric vehicle according to claim 1. ウォーターポンプから並列に分岐されたＯＢＣ冷却水ライン（Ｃ）とモーター冷却水ライン（Ｂ）とを用いる電気自動車の廃熱管理方法であって、
暖房または冷房が必要であるかを判断する温度判断段階（Ｓ１００）と、
暖房が必要であると判断された場合、バッテリー充電状態を確認し、充電中の場合、前記ＯＢＣ冷却水ライン（Ｃ）、前記モーター冷却水ライン（Ｂ）及びヒーターコア冷却水ライン（Ｄ）に冷却水が流れるように制御し、非充電中の場合、前記モーター冷却水ライン（Ｂ）及び前記ヒーターコア冷却水ライン（Ｄ）に冷却水が流れるように制御する暖房段階（Ｓ２００、Ｓ３００）と、を含むことを特徴とする電気自動車の廃熱管理方法。 A waste heat management method for an electric vehicle using an OBC cooling water line (C) and a motor cooling water line (B) branched in parallel from a water pump,
A temperature determination step (S100) for determining whether heating or cooling is necessary ;
When it is determined that heating is necessary, the battery charge state is confirmed. If charging is in progress, the OBC cooling water line (C), the motor cooling water line (B), and the heater core cooling water line (D) are connected. controlled so that the cooling water flows, when in the non-charging, the motor cooling water line (B) and heating step of controlling so that the cooling water flows into the heater core coolant line (D) and (S200, S300) The waste heat management method of the electric vehicle characterized by including. 前記暖房段階（Ｓ２００、Ｓ３００）は、冷房が必要であると判断された場合、前記ＯＢＣ冷却水ライン（Ｃ）、前記モーター冷却水ライン（Ｂ）及びラジエーター冷却水ライン（Ｅ）に冷却水が流れるように制御する冷房段階（Ｓ５００、Ｓ６００）をさらに含むことを特徴とする請求項６に記載の電気自動車の廃熱管理方法。 In the heating stage (S200, S300), when it is determined that cooling is necessary, cooling water is supplied to the OBC cooling water line (C), the motor cooling water line (B), and the radiator cooling water line (E). The waste heat management method for an electric vehicle according to claim 6 , further comprising a cooling step (S500, S600) for controlling the electric vehicle to flow. 前記温度判断段階（Ｓ１００）は、車両の室外温度または室内温度または空調装置の使用者設定温度に基づいて暖房または冷房が必要であるかを判断することを特徴とする請求項６に記載の電気自動車の廃熱管理方法。 The electric temperature according to claim 6 , wherein the temperature determining step (S100) determines whether heating or cooling is necessary based on an outdoor temperature or an indoor temperature of the vehicle or a user set temperature of the air conditioner. Automobile waste heat management method. 前記暖房段階（Ｓ２００、Ｓ３００）は、バッテリー充電中の場合、前もって設定された段階に従ってウォーターポンプの稼動、ヒーターコア側ブロワーの稼動、ラジエーター冷却水ライン（Ｅ）への冷却水放流を順次実行することを特徴とする請求項６に記載の電気自動車の廃熱管理方法。 In the heating stage (S200, S300), when the battery is being charged, the operation of the water pump, the operation of the heater core side blower, and the discharge of the cooling water to the radiator cooling water line (E) are sequentially executed according to the preset stage. The waste heat management method for an electric vehicle according to claim 6 . 前記暖房段階（Ｓ２００、Ｓ３００）は、バッテリー非充電の場合、前もって設定された段階に従ってウォーターポンプの稼動、ラジエーター冷却水ライン（Ｅ）への冷却水放流を順次実行することを特徴とする請求項６に記載の電気自動車の廃熱管理方法。 In the heating stage (S200, S300), when the battery is not charged, the operation of the water pump and the discharge of the cooling water to the radiator cooling water line (E) are sequentially performed according to a preset stage. 6. The waste heat management method for an electric vehicle according to 6 . 前記前もって設定された段階は、冷却水の温度が上昇する程度に基づいて設定されることを特徴とする請求項９または１０に記載の電気自動車の廃熱管理方法。 The waste heat management method for an electric vehicle according to claim 9 or 10 , wherein the preset stage is set based on a degree of an increase in the temperature of the cooling water. 前記暖房段階（Ｓ２００、Ｓ３００）は、前記前もって設定された段階に従ってラジエーター冷却水ライン（Ｅ）への冷却水放流を実行した後、エアフラップの開放とラジエーター側ファンの稼動をさらに順次実行することを特徴とする請求項９または１０に記載の電気自動車の廃熱管理方法。 The heating step (S200, S300), after executing the cooling water discharged into the radiator cooling water line (E) according to the previous SL previously configured stages, further sequentially executes opening and operation of the radiator-side fan of the air flap The waste heat management method for an electric vehicle according to claim 9 or 10 .
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